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09-29-2016, 06:33 AM
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Join Date: Oct 2005
Location: 08A
Posts: 9,500
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Quote:
Originally Posted by Bill.Peyton
Chad,
Do you or Ballard have any reliable mtbf data based on repair history or company records you would like to share with the group?
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I second that request.
__________________
Dan Horton
RV-8 SS
Barrett IO-390
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09-29-2016, 08:22 AM
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Join Date: Jun 2005
Location: Milwaukee, WI area
Posts: 2,967
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Quote:
Originally Posted by Bill.Peyton
Chad,
Do you or Ballard have any reliable mtbf data based on repair history or company records you would like to share with the group?
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Hi Bill,
I don't have a complete picture because I can only see records from when Ballard started making them. I can tell you that the majority of RMA's we see are install related (reverse polarity, "I over torqued the power lug and broke it", stripped the screw lock on J1 or 2, etc...), or NFF (no fault found, meaning the issue reported was external to the VPX). We have seen flap circuit issues on some of the older units with the lower amperage capacity, but have since replaced that part in the VPX with an upgraded part. This isn't to say we don't see failures, but the majority are not manufacturing related.
As far as MTBF goes, impossible really. We would need to track every VPX installation and time on the unit. Our published MTBF numbers are based on the manufacture data of the ECB and components.
__________________
Chad Jensen
Astronics AES, Vertical Power
RV-7, 5 yr build, flew it 68 hours, sold it, miss it.
Last edited by cjensen : 09-29-2016 at 01:35 PM.
Reason: MTBF info
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09-29-2016, 02:05 PM
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Join Date: Dec 2010
Location: Watford UK
Posts: 120
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I was one of the unfortunate few with a flap board issue. Chad was great at getting the issue resolved. Bigger issue was the incompetent handling by the UK taxman charging me another 20% import duty but we got it resolved in the end. Its been flying 80 hours now and works perfectly. It talks to the Dynon and i can see whats going on. So far Im very happy with it.
Only issue and this is not VPX's fault is the fuel pump now needs a 6 amp breaker as its on a 5 amp circuit and keeps tripping. That circuit has a max capacity of 5 amp so i have to crawl underneath the front panel and rewire to a spare pinout that can handle a higher current.
Its frustrating and annoying and could have been avoided. Andair recommend a 5 amp CB and yet they know the pump draws up to 6 amps and now tell me to use a higher rated CB.
__________________
SB RV 7A IO360 lycoming and Hartzell CS prop
First flight October 2015
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09-29-2016, 02:17 PM
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Join Date: Dec 2012
Location: Katy, TX
Posts: 233
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That is good to know.
I am using the online load planning tool, 5A/20g was suggested default.
I am now going to use 6A/18g.
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09-29-2016, 02:30 PM
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Join Date: Sep 2009
Location: St. Louis, MO
Posts: 1,788
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I have had great experience with the pro unit. I now have almost 600 hours on it. I have had a failure of the trim system, In that it will not stop at the preset end points. This isn't causing me issues with continuing to fly the aircraft. The VPX will be returned for a total upgrade next week when I start my annual.
I have a complete redundant buss which utilizes fuses. Two batteries, two alternators, etc. A total failure of the VPX would not cause me to ground the aircraft, although I would restrict flight to VFR only. The one issue this recent failure has brought to light is the dependency of the trim and flaps on the VPX box. For that reason I recently implemented an aux trim switch, which bypasses the VPX in case of failure. I can fly without flap control, but not trim control.
After chatting with Chad, it sounds to me as if Ballard performed a total production and design review of the product and has replaced various known weak components. Kudos to Ballard for being proactive.
__________________
Bill Peyton
RV-10 - 1125 hrs
N37CP
First Flight Oct 2012
Aviation Partners, LLC
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09-29-2016, 02:40 PM
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Join Date: Jan 2005
Location: St. Paul, MN.
Posts: 4,792
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Can I interest you in a used VP-50? I just love that product. What great value. I'm sure the VP-X is a fine product too. But, you're right. Do your due diligence and keep in mind that it's entirely possible in today's day and age w.r.t. avionics that you'll end up with an orphaned product and no support. A lot of Marc's old customers did. Figuring out what your tolerance is for that possibility is just a 2016 fact of life.
Last edited by LettersFromFlyoverCountry : 09-29-2016 at 02:43 PM.
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09-29-2016, 03:01 PM
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Join Date: Mar 2008
Location: Anacortes, WA
Posts: 823
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VP-X with power bus also
Do VP-X users also have a power bus separate from the VP-X and if so, what equipment do you power with the external bus?
I'm doing engine and electric now on RV-7A and plan to use VP-X Sport. Should I also install a power bus and connect things like the following to it, bypassing the VP-X? Just seems like VP-X only is a single point of failure for a lot of stuff.
1. Backup EFIS
2. USP power for iPads
3. Cabin lights
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thanks
__________________
Steve Lynn
RV-7A
Flying Phase I
Anacortes, WA
www.mykitlog.com/sglynn
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09-29-2016, 03:19 PM
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Join Date: Oct 2009
Location: Sydney, Aust.
Posts: 820
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Quote:
Originally Posted by sglynn
Do VP-X users also have a power bus separate from the VP-X and if so, what equipment do you power with the external bus?
I'm doing engine and electric now on RV-7A and plan to use VP-X Sport. Should I also install a power bus and connect things like the following to it, bypassing the VP-X? Just seems like VP-X only is a single point of failure for a lot of stuff.
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Personally, I don't - yet. Everything is switched through the VP-X, but I'm flying day VFR for now.
That being said, when I start flying IFR with the -9 in a year or three, I will have a second VHF and the yet-to-be-bought G5 switched through their own fuses through a DPDT switch that will take them from VP-X to backup power.
I figure with 4 GPS' on board (Ipad, Phone, KLN-90B and SkyView) I can fly to a safe landing using the Ipad or Phone, I don't need the engine monitor in an electrical failure in IMC and I don't really need the Nav radio. All I need is to be able to keep right-side-up and talk to ATC.
__________________
Once you have tasted flight you will forever walk the earth with your eyes turned skywards, for there you have been and there you will long to return - Leonardo DaVinci
My Flickr gallery: http://www.flickr.com/photos/35521362@N06/
RV-9A - Finished on 10th February 2016 after 4 years, 9 months and 19 days! The 1020th RV-9 flying.
First flight 26th March 2016. Essential specs 145KTAS @ 2400RPM, 8000', 24.2LPH, Initial RoC 1800FPM.
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09-29-2016, 03:28 PM
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Join Date: Sep 2009
Location: St. Louis, MO
Posts: 1,788
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What instruments you back up and how you back it up is a personal preference, and is to a great extent, dependent on the mission of the aircraft. My personal goal was to have total electrical redundancy of all equipment in the aircraft.
The decision starts at one end of the spectrum for a strictly VFR aircraft, no long cross country flights, backup what you need to fly the plane home.
On the other end, is an aircraft who's mission is to fly long trips in IMC as required. Then you must back up everything you will need to complete the flight IMC to a successful IMC approach to landing. How much you back up is dependent on how much risk you are willing to take......
__________________
Bill Peyton
RV-10 - 1125 hrs
N37CP
First Flight Oct 2012
Aviation Partners, LLC
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09-29-2016, 05:02 PM
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Join Date: Oct 2007
Location: Salmon Arm, BC
Posts: 933
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Quote:
Originally Posted by sglynn
Do VP-X users also have a power bus separate from the VP-X and if so, what equipment do you power with the external bus?
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I have a VP-200 but the concept is the same. I have a backup switch for my EFIS, my 430W and my fuel pump.
__________________
Mark Olson
1987 RV-4 Sold
2003 Super Decathlon - Sold
F1 EVO Rocket, first flight May 31/14
First in line for the Sonex JSX-2T kit
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